Valve-gear mechanism



June 95 J. W` SHEPARD VALVE: GEAR MECHANISM Fiiei Apri; 1.,- 19211 s sheetssmet 1 June 9, 1.9.25.

J. W. SHEPARD VALVE GEAR 111101111111511 Filed April 1, 1921 s sheetsshee;

, @mgm 'Ji/Q57 6pm/w,

` June 9,- 1925. v 1,541,595

1. w. SHEPARD VALVE GEAR MECHANISM Filed April 1, 1921 3 Sheets-Sheet 3 @16 MMtoz weg* Patented June 9, 1925.

UNITED STATES JOHN W. SHEPARD, 0F TUCSON, ARIZONA.

VALVE-GEAR MECHANISM.

Application led April 1, 1921. Serial No. 457,598.

To all whom t may concern:

Beit known that I, JOHN W. SHEPARD, a citizen of the United States, residing at Tucson, in the county of Pima and State of Arizona, have invented certain new and useful Improvements in Valve-Gear Mechanisms, of which the following is a specilication. l

The invention relates to improvements in valve gear mechanisms generally, and more particularly to a type of the same adapted for use on locomotives.

The principal Object of the invention is to provide for a mechanism of the character mentioned, and one of an impro-ved construction and arrangement whereby to facilitate a more timely and economical distribution of the steam to the cylinders of a locomotive.

Another important object of the invention is to provide Vfor a 'mechanism of the class described, and one so arranged and connected as to avoid all connections 'to crank pins and axles of the locomotive whereby to make possible a more perfect balance of the wheels on which such parts have heretofore been carried.

A further and equally important object of the invention is to provide a mechanism of the kind set forth, and one, in the use of which, a more adequate and systematic means of control and operation will be effected from the engineers position in the cab' of the locomotive.

A still further object of the invention is to provide a valve gear mechanism wherein the weight of the several parts of the same is materially reduced with a corresponding reduction and saving in the amount of space necessary for its installation as a whole, andr especially that portion thereof to be located in thecab of a locomotive, as well as effecting an appreciable reduction and'saving in the cost of manufacture.

' Another object of the invention is to provide a valve gear mechanism -of a refined construction involving a marked reduction in the number of parts and in the number of connections between the parts, such as will effect a corresponding reduction in the amount of friction developed during the operation of the mechanism, and, consequently, in the amount of Vpower necessary for such operation thereof.

A more remote but equally important object of the` invention is to provide for a mechanism of this particular type wherein the reversing means per se is of a construction providing for a more steady operation of the parts thereof, and which is so arranged and connected, one part with another, that no appreciable amount of the vibration of the moving parts is transmitted to the control means of the same located within the cab of the locomotive. y

A still further object of the invention is to provide a mechanism of the character mentioned, and one which admits of as great a valve travel as may be desired, and which delivers maximum opening of the valve on one side from the intermediate portion of the piston action by transferring the same from the opposite cylinder or engine, the dormant portion of the cycle of action to occur with the expansion period of the opposite cylinder or engine of the locomotive.

Withl the foregoing and other objects in view, the invention resides in the certain novel and useful construction and arrangement of parts as will be hereinafter more fully described, set forth in the appended claims, and illustrated in the accompanying drawings, in which Figure l ris a right fragmentary side elevation of a conventional form of locomotive embodying the invention,

Fig. 2 is a view similar to Fig. 1 showing the left mechanism from the inside,

Fig. 3 is a detailed sectional view of the means for 'effecting a reverse operation of the mechanism,

Fig. t is a transverse sect-ion taken on the line 4-4 of Fig. 8 and showing the gears of the reversing mechanism, Y

Fig. 5 is a detail of the operating and indicating means associatedwith the valve gear mechanism,

Fig. 6 is a detail of the valve gear reversing shaft," y Fig. 7 isa detailed assembly of the builtup concentric link shaft,

Fig. 8'is a detail of a micrometer device associated with the operating means and in dicator, the saine being a section .taken on line 8 8 of Fig. 5,

Fig. 9 is a sectional detail taken on the line 9 9 of Fig. 1.

Fig. 10 is a fragmentary plan view of an intermediate portion of a locomotive showing the manner of mounting of the concentric link shaft and the reversing shaft and their corelated parts thereon,

Fig. 11 is an enlarged fragmentarydetail showing the coupling connection between the adjacent ends of the reach rod and the operating shaft proper ot' the reversing mechanism, i

Fig. 12 is a sectional view taken on the line 12-12 of Fig. 1l,

13 is a sectional view taken on the line 13H13 o'f Fig. 5, and,

Fig. 111 is a side elevation of one face of the cam lever for actuating the locking means for the operating hand wheel of theV mechanism.

Referring to the drawings, wherein simi# lar characters of reference designate corresponding parts in the several views thereof.v the numeral 10 indicates ,generally the body portion of a locomotive, 11 the cab portion' thereof, 12 the steam chest, rand 13 the "steam cylinder, the steam chest 12 having longitudinally movable therein the usual admission piston valve 1li operable through the medium of a'valve rod 15, while thev steam Ycylinder 13 has longitudinally movable therein the power piston 16 carried on the piston rod 17, which has its Avouter and opposite ends secured in the cross head 18, which is arranged to reciprocate in the cross head guide 19. The valve piston 1d controls the usual steam ports and passages leading` into the steam cylinder' 1&3 frointhe steam chest 12, and the rod has' its outer end engaged in across head 2O suitably mounted in. its complemental gnid'eway 21, which is secured to or formed with an arm 22 projecting` outwardly from the end of the steam chest 12 for such purpose.

Duplicated at oppositev Vsides of the locomotive is a valve link and lever mechanism, and cach cmisistinnof a lever 2;-23 pivotallv connected adjacent its upper end, as

29, which, in turn, has its oppo-V'o link 33H33@ which, in turn, is pivotally connected to crank arms B3n-33h. The crank arm 33"l is formed with outer end of a sleeve 3, which is mounted on one end of a reversing shaft 35, while the crank arm is secured directly to and on the opposite end of the shaft so that independent movement will obtain between the sleeve vand the shaft rlhe reversing shaft is disposed transversely of the locomotive and is suitably joui-nailed in bracket arms 35 projecting laterally at one side et a main supporting bracket 7d which is secured directly to and upon the upper faces 'ot the usual frame elements at opposite sides of the locomotive, two of the bracket arms 35 being disposed at `the opposite ends of the bracket 711 and journalling therein the complement-al ends of the shaft 35,

and one bracket arm 35 journalling the or '7-37, respectively. The yokes or links 2`57-37 are each roi-med oit separate parts 37"-3z andV 37-572 respectively, the outer parts 37-'37E thereof being stormed with spindles S18-38 which are journalled respectively in bracket arms 39- 39 also formed with and at opposite ends of the main supporting bracket 711.V The inner part 37" of the yoke or link 37 is secured directly to one end of a linkshaft fsf-(l which extends transversely of the locomotive, while the part 37d of the yoke or link 37 is secured to the end of a sleeve, which encircles the link shaft 10, and at the end of the latter opposite to the position of the yoke 37. rihis sleeve is formed to provide two sections "e1-d1 suitably joined or .secured together, as at 42, so as to facilitate the assembling' ot the parts .in position. The outer ends of the sleeve sections 41-41 are preferably of reduced diameter so as toxforin annular bearing surfaces whereby the saine, together with the linkshaft d0, are journalled in bearings Ll-S-e/ trame inward of the opposite ends of the main supporting bracket 74. in line with the bracket arms 39-239 thereof. Secured to the outer end of the sleeve section all is a crank free arm pivotallyrconnectingat one end of the rod or bar d5, as at 6, which., in tui-alias its outer ond pivotallj/ connectingl the cross head 18. as at 117. and to the outer pposite end of the link shaft l0 is secured a similar crank arm 441- which has its free end pivotally connected at one end ofthe rod or bartf, as at 46, which, in turn, has its outerend pivotally connecting` the arm t, which has itsA cross head 18, as at 47. The sections 37a#- 87b and 37- 37, are each coupled together with interposed members 48-48, respectively by means of bolts at the upper and lower ends thereof, as shown in Fig. 7, and through theslots provided at the opposite sides of these members 48-48 are slidably engaged' the opposite ends of the forked or yoked ends 31a-3l of the radius rods 51e-31', respectively, the links 33-33 being pivoted as at 32-82 in the open projected ends of the forked ends la-3Fu substantially as shown in Fig. 9 of the drawing, thepivot pin connecting the radius rods of the sliding blocks 86-36 being designatedas in 36. The foregoing described mechanism comprises the valve gear proper in its entirety.

The control mechanism for the valve gear mechanism, as aforesaid, comprises a pair of screw-threaded reversing shafts 49--49 operable in `complementally arranged cylinders 50-50" which are preferably journalled in a housing, designated generally as at 5l, and disposed in parallel relation so that the free unthreaded ends of the shafts 49-49 may be pivotally connected, as at 52-52, to one end of the rods 53--53, which in turn have their opposite ends vrespectively connecting pivotally one to the free end of the crank arm or lever 54, formed with the sleeve 34, and the other to the free end of a crank arm 54, which is secured directly to the reversing shaft 35. Formed or otherwise secured medially of the length of the cylinders 50-50 are annular gears 55-55, respectively, which are arranged in mesh with the gear 56 which is interposed between the same medially of the housing, and which is secured on an operating shaft 57 journalled in the opposite end walls of the latter, and has one end projecting outwardly therefrom. The housing 51 is suitably-secured in proper position, as on the under side of the running board l0 of the. locomotive. The free end of the operating shaft 57 has pivoted thereon a coupling or knuckle 57 which, in turn, pivotally connects one end of a short rod section 58, the axis of the latter pivot being disposed at right angles to the first mentioned pivot. The rod section 58 is preferably square ini cross-section and has its unp-ivoted'end portion slidably engaged in a squared bore `or sockety formed in the adjacent end of a reach rod 59, and to prevent the accidental disengagement of the parts, a stop pin 58 is passed through the engaged end of the rod section 58 and has its oppositely projected ends engaged in aligned slots 59 opening through the walls of the squared bore or socket of the reachv rod. This relative movement, permissible through the medium of the pin and slot 37d of the yokes or links $7- connection, is provided to accommodate whatever expansion and contraction that may occur in the reach rod 59, which, in some instances, may be quite lengthy and is subjected to varying temperatures by reason lof its proximityto the boiler ofthe locomotive. The reach rod 59 extends rearwardly from its connection with the knuckle 57 and projects into the cab of the locomotive to al point adjacent the engineers posit-ion therein, and has its inner end portion journalled in a bracket 6l which is secured in proper position for the purpose from the adjacent boiler end. Mounted on the free inner end ofthe reach rod 59 is a hand wheel 60 having a handle 62 for facilitating the turning movements of the same for the rotation of the reach rod 59 and the consequent operation of the valve gear mechanism. Associated with the hand wheel 60 is a locking device which is in the nature of ay clamping means operable for engagement with the annular rim .portion thereof whereby to effectively hold the wheel in any of its positions of operation, which locking device consists of a fixed bracket member 64 having its intermediate free end portion 64 shaped to conform to the curvature of an adjacent portion of the rim of the hand wheel 60 and to provide an angularly disposed free end portion 64 extending radially of the rim. A removable clamping member is associated with the similarly formed portion of the member 64, and the same has a portion 75 shaped to engage the ,portion of the wheel rim 60 at a point opposite to-l that engaged by the corresponding portion 64 and an extended portion 75 projecting radially of the rim in alignment with the extended end portion 64" and 75. The clamping members are oppositely inclined and operable between these inclined faces is cam or wedgeshaped portion 76 of a. hand lever 76, a pivot pin or bolt 77 being passed through the extended portions and thecam portion 76 for securing the parts together. l/Vhen the hand lever 7 6 is in its vertical, or radial position with respect to the wheel rim 60, the clamp portion 75 is shifted into engagement with the latter, and by turning the lever out of the vertical, or to a'position: tangentially of the circumference of the wheel rim, this clamp portion is moved from locking engagement therewith. When the lever 76 is shifted to vertical position.

it functions to securely retain the wheel in desired position.

Associated with the operating mechanism and operable therefrom is an indicating device which is arranged in the cab in plain view and the same consists of a. dial marked to show all points of gear from zero per cent, to 100 per 'cent forward and backward motion. The dial is preferably lil() of segmental form, having the Zero or outof-gear point of indication medially of the arc or curvature thereof, and normally registering with the Zero point is an indicating .pointer 66 which is pivotally supported in position at the base of the dial and is movable over the latte-r by means of a crank arm o7, to which it is fastened, and which is journaled in a bearing 68 formed rearwardly of the base of the dial. The free angularly bent arin 69 of the crank arm o? is supported in a groove 70 formed in an end space of a micrometer member or nut 7l, which is movable, in either a forward or backward direction, correspondingly with the movement of the operating mechanism, on a threaded portion 72 formed with the`l operating rod 5S), as is shown in Fig. The micrometer member or nut 71, is elongatedor otherwise of substantially egg or pear coniiguration, as shoavn in Fig. 8, and has its extended portion formed with an aperture engaged on a guide rod 53, whereby it is maintained in accurate position at all times. Y

ln the operation of the valve gear mochanism constructed and arranged in accordance with the invention as shown and described herein, the same being greatly simplified as `will be obvious to those skilled in this particular art, the valve pistons in the steam chests of the locomotive are to be changed toa forward or reverse position from out of gear position, asis indicated on the dial 65 when the pointer 66 is at the Zero indication thereon, by the release of the locking clamp 75 from engagement with the wheel rim 60, and turning the latter in the proper direction, as to the right for the forward position, or to the left for the reverse. rlhe turning movement of the hand wheelGO rotates the reach rod 59 and the operating shaft 57 and consequently the gear 56, which, in turn, rotates the gears .Stn- 55" accordingly. The rotation of the gears 55-55 shortens one of the screw shafts 49449 and lengthens the other outward of the housing 5l, producing the desired effect of shifting the link block for the required direction of travel of the locomotive, and, upon rotating the `parts in a reversed direction, the screw shafts aile-49 are again shortened and lengthened in the reversed order of their previous operation. Wath this arrangement, itv is necessary to operate the valve pistons, one reversed to the other, by reason of the positions of the locomotive cranks, the same being ninety and two hundred and seventy (270)- degrees apart. lt is contemplated to have the gear ratio of the gear and screw shaft mechanism designed for high speed or for relative fast movement whereby the time required to eifect the reversing of a locomotive is reduced to aV minimum.

lt is to be here noted, however, that lfor maximum valve travel approximately thirty (30) per cent of the valve motion is obtained by reason of the link connection 26 between the cross head 18 and the valve lever 23 on tlie immediate side of the locomotive, While the remaining seventy (70) percent is derived through the oscillation of the link connection lo on the opposite side of the locomotive. lt is also to be here noted that the lead of the valves lil occurs shortly before arrival ator on dead center, while maximum opening of the same occurs shortly after `passing dead center, the degree of such maximum opening depends uponV the valve travel and is to be determined or controlled by the operator. in any of its several positions of operation, the hand wheel GO is to be locked by the proper manipulation of the locking device liereinbefore described, the latter being adapted for engagement with the rim thereof at any point' of the circumference of the same. Y

The mechanism as hereinbefore, specifi; cally described is particularly adapted for' the long Vcoupled types of locomotives, but the same can be readily installed on shorter coupled locomotives by merely lessening the' length of the radius rods 31-31 ,to va desired degree, and, if necessary for the purpose, combining the rods Sli-31 and'link's 21929 into single rods of the desiredV length, thus dispensing with the pivotal connections 30-30 therebetween.

It lis to be understod that various clianges in the detailed construction and arrangement of the parts of the control mechanism and valve gear maybe resorted to for the accomplishment of the desired Vpurpose ,as set forth herein without departing from the spirit and scope of the invention.

Having thus fully described the invention, what is claimed, is Y ln a locomotive the combination with the valve cross heads and piston cross heads on the oppositesides of the locomotive, a transversely extending rock shaft formed of a pair of sections, one arranged Within the other, each projecting from the other and from opposite sides of the locomotive and each having a slotted link at its outer end and a crank arm depending from its inner end and providing means whereby the valve motion on one side is partially derived from the opposite side of the loco-motive, of a valved gear mechanism mounted ou each. side of the locomotive and consisting of a link pivotally connected to a piston cross head centrally of its bottom and extending forwardly therefrom, van upstanding lever pivoted at its lower end to the forward end of said link and further pivoted in proX- imity to the outer side of and extending above a valve cross head, a rod having its forward end pivotally connected centrally Sil llU

shaft sections, a rearwardly extending link having its forward end pivoted to the upper end of said lever and a radius bar slidaloly connected with the link of the other shaft section and having its forward end pivotally connected to the rear end ofthe link which projects from said lever, and means oon- 10 nested with the shaft sections for. effecting the shifting thereof to provide for the forward and backward movements of the engine.

In testimony whereof, I hereto alflx my 15 signature.

JOHN w. SHEPARDV1 

